Equipment & Tech

MINNEAPOLIS — PeopleNet, a Trimble company and provider of fleet mobility technology, has released its latest enhancement to its video intelligence solution — the next generation MirrorCam, a hood-mounted, OEM-style spot mirror with built-in camera that provides both drivers and back-office fleet personnel with additional perspective of a truck’s blind spots. “The debut of the second generation MirrorCam represents the continued evolution of our vision to improve fleet safety with the video intelligence platform,” said Jim Angel, vice president, video intelligence solutions for PeopleNet. “We are continually looking for ways to improve and enhance our technology to give customers the tools they need to protect themselves in the event of an accident and potentially avoid one in the first place.” The MirrorCam marks the latest innovation for PeopleNet’s video intelligence solution, which utilizes forward, side and rear-facing cameras usable to create a 360-degree view around the cab and trailer of the truck. The MirrorCam provides a 75-degree field of view of passing lanes and blind spots for drivers when connected to a PeopleNet display. Video captured by the MirrorCam can also be viewed by a fleet’s back office, giving visibility into onboard event recording-triggered events and providing additional context in the event of an accident. In addition to its wide field of view, the MirrorCam’s aerodynamic design helps to ensure high-quality video capture by shielding the camera from direct sunlight and vehicle headlights as well as reducing dirt or contaminants from depositing on the mirror glass. The announcement of the new video intelligence MirrorCam was made at NPTC 2018, held from April 29-May 1 in Cincinnati, Ohio. For more information on PeopleNet video intelligence, visit www.peoplenetonline.com/VI/. Angel said PeopleNet provides solutions to help fleets improve safety and compliance and reduce costs and its network communications, mobility and analytics products are used by more than 2,000 truckload, LTL private, and energy services fleets throughout North America. PeopleNet was established in 1994.    

  COLUMBUS, Ind. — Rise. That’s the appropriate word when it comes to Class 8 used truck volumes and trailer orders. ACT Research reports that used Class 8 truck same dealer sales volumes improved for the third consecutive month and on a year-over-year basis sales volumes were up 1 percent. Meanwhile, ACT said trailer orders show a strong month with 30,000 net orders. ACT said its monthly data indicated that the average price of total used Class 8 trucks rose 3 percent year-over-year, while average mileage was up 1 percent year-over-year and the average age of used Class 8 trucks dropped 4 percent compared to the same time in 2017. “Dealers are reporting that used trucks are selling much better than they were six months or a year ago,” said Steve Tam, vice president at ACT Research. “Finance companies are also reporting stronger used truck sales. Late model used aero dynamic sleepers are starting to sell better, which is good news to dealers, but despite this, there are still more of those units in inventory than there are buyers for them.” Individual market segments yielded mixed results in March. “Retail and auction segments reported solid improvements, with volumes up 4 percent and 11 percent year-over-year, respectively,” Tam said. “The wholesale market, however, fell 8 percent from March 2017, as wholesalers are struggling to find units to sell. Looking forward, we expect volumes to lose some steam as spring progresses and for full-year sales to remain at or slightly above 2017 levels.” The 30,000 trailer order total preliminary estimate was 1,000 more than the preliminary figure released earlier this month. “Although off 11 percent versus a very strong February, volume was up 39 percent year-over-year,” said Frank Maly, director of commercial motor vehicle transportation analysis and research. “Strong freight demand and tight capacity continue to encourage fleets to invest in equipment, and the positive impact of freight rates on their bottom lines provide them the means to commit. And don’t forget, the recent tax cuts contribute to this equation.” March was the 16th straight month with year-over-year order gains and eight of 10 trailer categories posted year-over-year improvements with most in the plus 40 percent range, Maly said. “On a quarterly basis, first quarter net orders were up 28 percent versus the same quarter last year,” he said. “Regarding build in March, month-over-month softness may well indicate that OEMs were not able to increase production as much as they might have liked, amid comments heard about tight component supplies. In the coming months, ACT will be closely watching components related to undercarriage, suspensions, axles, and tires.” ACT is the worldwide publisher of new and used commercial vehicle industry data, market analysis and forecasting services for the North American market, as well as the U.S. tractor-trailer market and the China CV market.    

Hours of Service issues continued to rank high on the list of out-of-service violations. There were 6,565 drivers put OOS for no driver record-of-duty status. (Courtesy: OMNITRACS) WASHINGTON — If the latest data from the Federal Motor Carrier Safety Administration is any indication, there were a good number of trucks without a proper electronic logging device operating on the nation’s highways the first three months of calendar-year 2018. The agency’s analysis and information online division said that between January 1 and March 31, there were 32,621 violations for violation code 395.22A, which reads “operating with a (ELD) device that is not rot registered with FMCSA.” “The 32,621 violations for violation code 395.22A, divided by 252,877, which is the total number of violations, equals 12.9 percent.  That is the percentage of violations that were “no ELD” violations. “The metric FMCSA uses to measure compliance rates is the number of driver inspections with a no ELD violations — in this case, there were 32,819 driver inspections with at least one 395.22A violation, divided by the total number of driver inspections, 796,827, through March 20, which produces 4.1 percent of the driver inspections recording a violation of 395.22A. “In other words, 95.9 percent of the drivers on the road were compliant with the HOS recordkeeping requirements at this point,” says FMCSA. Although drivers were not supposed to be put out-of-service for such a violation until April 1, 20 drivers were put OOS for that violation, likely because the law enforcement officer making the stop chose to either ignore the April 1 date or the inspection/violation was so egregious that the officer chose to ignore the “soft enforcement” timetable. Hours of Service issues continued to rank high on the list of OOS violations. There were 6,565 drivers put OOS for no driver record-of-duty status, 5,336 drivers put OOS for having a false report of record-of-duty status and 3,676 drivers put OOS for failing to retain logs on the previous seven days. Ranking second in total OOS violations, 8,009 drivers were put OOS for operating a commercial motor vehicle without a CDL. There was a total of 39,229 total OOS violations the first three months. For a complete list of driver violations and OOS orders visit https://ai.fmcsa.dot.gov/SafetyProgram/spViolation.aspx?rpt=RDDV. Set the buttons for 2018 and calendar year and submit.    

Logged-in carriers and enforcement users with crashes determined to be “not preventable” as part of the program can view measures and percentiles calculated with and without those crashes. (Courtesy: COMDATA) The other shoe has dropped, so to speak, regarding ELDs and CSA violations. As of April 1, new violations associated with the Federal Motor Carrier Safety Administration’s ELD mandate are now associated with the Hours of Service Compliance BASIC category in the CSA program’s Safety Measurement System (SMS), the agency says. “These violations are not being applied retroactively; violations recorded prior to April 1, 2018, will not be counted in SMS,” the agency reminds drivers and carriers. However, drivers and carriers receiving a violation for not having an ELD on board and/or in use should look at the code on the inspection report. If the violation was issued before April 1 with a code that is something other than 395.22(a), there may be grounds for a DataQs-system challenge to have the violation removed, news sources report. Logged-in carriers and enforcement users with crashes determined to be “not preventable” as part of the program can view measures and percentiles calculated with and without those crashes. “Motor carriers that have received ELD-related violations [after April 1] will start to see them reflected in their HOS Compliance BASIC in early May 2018 when the next monthly SMS results are released,” says the agency. Go to https://csa.fmcsa.dot.gov/WhatsNew to see FMCSA’s information. Under the SMS Updated, ELD Violations in SMS click on Read More to see the SMS Appendix A spreadsheet.  

Eddy Mullins has been training drivers for JB Hunt for 18 years, and he says new drivers are coming to him today with less and less in the way of navigational skills due to their over-reliance on GPS technology. (Courtesy: EDDY MULLINS) Doesn’t it sometimes seem like people in trucking are constantly asking, “What direction is this industry headed?” That’s a complicated question that encompasses a lot of long-range topics. Who can see that far ahead? For now, Eddy Mullins is more concerned about drivers who can’t tell what direction their own trucks are headed. Mullins has been training truck drivers for JB Hunt since 1999, shortly before GPS and smartphones exploded onto the market and changed how drivers navigate, or rather how they let themselves be navigated. “When you sit up high in a truck, you can see people, those GPS’s everywhere,” Mullins said. “I see people who look lost, like they’re just waiting for that voice to say, ‘turn right in 500 feet.’ “Don’t get me wrong, I love my technology,” he added. “I’ve got my phone, I’ve got a tablet, I’ve got a bunch of electronic gadgets. But some things, you still need to do it the old way.” But in the last few years, Mullins has noticed his job getting tougher, as new drivers are coming to him lacking skills that would have been almost taken for granted a generation ago. “I started driving in 1995,” Mullins said. “When I first started we spent three whole days in class learning how to read a map and trip plan. “Nowadays, they just say, ‘put the address in the GPS and go.’ I’ve trained some fairly new drivers and they’re like, ‘map? What’s a map? They never taught us that.’” Maybe even more disturbing is that many new drivers seem to lack skills that are even more basic. “I’ll ask them, ‘OK, the way we’re standing here right now, which direction are we facing? No, no, put the phone down. Which direction are we facing? If the sun rises over there, what does that tell you about what direction we’re facing?” Part of Mullins’ job has become convincing new drivers not to be GPS dependent. ”I tell them, the GPS is only a tool,” he said. “You still need to plan your trips and don’t blindly rely on that thing. It can and will get you in trouble.” Nearly anyone who’s used a GPS with any frequency has experienced some kind of snafu – the instruction to turn when there isn’t a road there, being taken around the block for no apparent reason, the sudden unannounced recalculation. Yet people still hand navigational responsibility to their GPS, sometimes over their own senses and common sense. Occasionally, drivers who’ve taken this behavior to the extreme make the news after driving or almost driving into lakes, over cliffs and off roads and bridges that were closed for construction. Mullins collects these stories along with pictures of trucks whose drivers allowed a GPS to lead them into embarrassing and sometimes dangerous situations to show his trainees. “They’ll say, ‘what’s he doing on that walking path?’ I’ll say, ‘he was following his GPS. ‘What’s he doing on the [Atlantic City] boardwalk in a truck?’ ‘He was following his GPS. See what I’m getting at?’” One common element to all of these stories is the drivers try to blame their predicament on the GPS. In many of these cases, the stories describe how the driver ignored warning signs, flashing lights and barricades in order to follow the machine’s verbal commands. Mullins has seen and heard the same from drivers he’s trained. “They’re so focused on listening to that voice, they’re not aware of their surroundings. Like there’s a low bridge coming up, or, wait a minute, this is a neighborhood, what’s a truck doing in a neighborhood? ‘But the GPS says go this way.’ What about those big signs that say, ‘no trucks’?” Researchers have shown that the saying, “it isn’t the destination, it’s the journey that matters” takes on new meaning when it comes to GPS use and its effect on drivers. There are definite use-it-or-lose it consequences from overreliance on the devices. In 2016, a study at University College London compared brain activity between drivers given turn-by-turn instructions from a GPS and drivers on their own. The study found that when drivers used their own senses, there was a spike in activity in the parts of the brain responsible for navigation and planning. No such increase in brain activity was recorded in the drivers who simply followed GPS directions. Other studies have indicated that the more people depend on technology to lead them around, the less they retain their natural ability to navigate on their own, much the way muscles weaken from lack of exercise. A 2006 study of London cab drivers who’d navigated that city’s complicated streets for years found these drivers had above-average development in the area of the brain that processes spatial representation. The study also suggested that this pumped-up part of the brain starts to diminish once the drivers retire. One of the key problems with GPS is its focus on an A-to-B route.  The driver’s task is reduced to doing what the voice tells him to do. At this level of disengagement, the driver’s mind is prevented from what is called cognitive mapping, a combination of instinct and intellect that humans normally use to find their way around. In the automotive age, cognitive mapping often begins with studying an actual map, plotting out a route, noting the towns you’ll pass through, the natural and manmade landmarks you’ll encounter. Memory, vision and other cognitive functions all come into play while driving – reading the road signs, noting the landscape, creating your own mental landmarks. Mullins advice to younger, beginning drivers is to take the time to learn how to use a map and an atlas along with your GPS. Learn the little things, too. He runs into many young drivers who were never taught that interstates with odd numbers run north-south, while those with even number run east-west. It’s these little things that can help you find your bearings when the tools have steered you wrong. Even for veteran drivers, he said, it’s a good idea to check yourself now and then to make sure you haven’t fallen into the bad habit of blindly following that placid mechanical voice. “Nothing is 100 percent,” he said.  It’s still important to use the navigational tools you were born with because maps and atlases can be flawed, just like GPS instructions. And if all else fails, he said, there’s an old-school, all-but-forgotten trick he learned back when he was a beginner and would get lost from time to time. “It’s called stopping and asking the locals for directions.”

Designed from the ground up, the Paccar transmission is up to 105 pounds lighter than comparable transmissions, allowing for greater payloads, spokesmen said. (Courtesy: KENWORTH TRUCK CO.) KIRKLAND, Wash. — The Kenworth T680 on-highway flagship is now available for order for the first time with the combination of the Paccar MX-11 engine and the new Paccar Automated Transmission, which is designed for linehaul and regional haul applications up to 110,000 pounds gross vehicle weight. The Paccar MX-11 engine offers up to 430 hp and 1,650 lb.-ft. of torque, and is 400 pounds lighter than 13-liter engines. Designed from the ground up, the Paccar Transmission is up to 105 pounds lighter than comparable transmissions, allowing for greater payloads. The transmission offers the best overall gear ratio coverage available, which results in excellent low-speed maneuverability, spokesmen said. “The proprietary Paccar Powertrain, which includes Paccar’s 10.8-liter MX-11 engine, 12-speed transmission and 40,000-pound tandem rear axle, provides outstanding performance through weight savings, increased fuel efficiency and enhanced driveability for Kenworth T680s operating in linehaul and regional haul applications,” said Kurt Swihart, Kenworth marketing director. In addition to performance advantages, Swihart said the new Paccar Transmission features extended maintenance. The 750,000-mile oil change interval is the longest available for linehaul applications. The clutch is maintenance-free and features an internally routed electrical system that minimizes exposure to the elements. The fluid pressure detection system — that protects the gears from low fluid conditions — allows Kenworth to offer extended warranty coverage. The Paccar Transmission is paired with Kenworth’s new column-mounted shifter, putting gear selection and engine brake controls at the driver’s fingertips for better ergonomics and improved performance. The shifter position on the steering wheel column also frees up dash space by eliminating engine brake control switches. The 12-speed Paccar Automated Transmission is also available with the Paccar MX-13 engine rated up to 510 hp and 1,850 lb-ft of torque and Paccar tandem rear axles to maximize Paccar powertrain efficiency and driveability.  

The new Volvo VNX series is available in three cab sizes — daycab, 42inch sleeper and 70-inch sleeper. The VNX 740 (above) features a 70-inch sleeper with all of Volvo’s latest interior enhancements, providing premium accommodations when heavy hauls stretch over long distances, company spokesmen said. (Courtesy: VOLVO TRUCKS NORTH AMERICA) GREENSBORO, N.C. — Volvo Trucks has debuted what it calls a “rugged, yet refined” new VNX series built specifically for the needs of heavy-haul trucking operations. Available with up to 605 horsepower and 2,050 lb.-ft. of torque, the VNX provides the power and performance demanded for heavy-haul applications such as logging, heavy equipment transport, and long combination vehicles, according to Göran Nyberg, president of Volvo Trucks North America, who said the new VNX series is the latest step in Volvo’s revitalization of its North American product range, complementing the new VNR series for regional haul and the new VNL series for long-haul operations, both introduced mid-2017. “We’re excited to bring the new VNX to the heavy-haul market and we know that it will live up to the expectations of those doing heavy, hard jobs,” Nyberg said. “Volvo Trucks in part built its reputation as a global heavy-duty leader by knowing how to deliver heavy loads in far less than ideal road and weather conditions.” The Volvo VNX series is available in three cab configurations. “The VNX 300 day cab provides muscle and maneuverability for local heavy-haul applications,” Nyberg said. “The VNX 400 flat-roof regional sleeper is built for occasional overnights. The new VNX 740 features a 70-inch sleeper and all of Volvo’s latest interior enhancements, making it the perfect tool for heavy hauls over long distances.” Approved gross combination weight ratings (GCWR) span from 125,000 to 160,000 pounds. Ratings of up to 225,000 pounds are available with application approval and appropriate components. Optional steer axles, lift axles, tridem drive axles, and longer fifth-wheel slides help meet a diverse range of weight distribution requirements. “The new VNX is the ultimate blend of Volvo’s modern, aerodynamic design and pure purpose-built performance,” said Chris Stadler, Volvo Trucks North America product marketing manager, regional haul. “From end-to-end, every feature of the VNX is built to stand up to any heavy-haul job you throw at it. Improvements are easy to see throughout the VNX including the bumper, axles, suspensions, braking, powertrain, and more.” Available in 6×4 tandem, 8×4 tandem and 8×6 tridem configurations, the Volvo VNX offers a wide range of heavy-haul components to ensure it’s properly spec’d for the job, Stadler said. Front axle ratings range from 16,000 to 20,000 pounds with parabolic springs. The VNX is available with up to 445 tires to match front axle load capacity. Available rear axles range from 46,000 to 55,000 pounds and the premium rear heavy-haul suspension ranges up to 52,000 pounds. Dual steering gears provide excellent maneuverability while under a heavy load. The imposing VNX provides an increased ride height to accommodate more articulation and front ramp angle, while the VNX bumper features a heavy-duty tow pin and center tow frame that equalizes forces to the chassis. The standard powertrain package for the Volvo VNX is a Volvo D13 engine with 500 horsepower and 1,850 lb.-ft. of torque, paired with the 13- or 14-speed Volvo I-Shift with Crawler Gears automated manual transmission. “The performance and reliability of the Volvo D13 engine has been proven through billions of miles and on jobsites all around the world,” said John Moore, Volvo Trucks North America product marketing manager – powertrain. “The Volvo D13 engine with 500 horsepower, 1,850 lb.-ft. of torque is a beast and the perfect pair with the Volvo IShift with Crawler Gears for serious heavy-haul jobs.” Volvo’s VNX series is also available with up to 605 horsepower and 2,050 lb.-ft. of torque, provided by the Cummins X15 Performance Series engine and paired with an Eaton Ultra Shift Plus or manual transmission. Like all Volvo models, the new VNX series cab is built with high-strength steel and exceeds both the Volvo Swedish Cab Safety Test and ECE R-29 rollover requirements. The industry’s only standard driver’s side airbag is now joined by an integrated, seat-mounted rollover airbag on the driver’s side.   Volvo Enhanced Stability Technology (VEST), an electronic stability control system, is standard on all Volvo VNX models. By continually monitoring operating parameters, VEST detects imminent loss of control, jackknife, or rollover events. The system automatically reduces engine torque and selectively applies braking to help the driver keep the truck on course The Volvo VNX series is equipped with automotive-quality LED headlights that produce abundant bright light to improve visibility. Automatic lighting and rain-sensing wipers are also available to improve safety. “The VNX is a heavy-haul work tool for demanding jobs, and it gives professional drivers a comfortable working environment for performing at their best,” Stadler said. “The workspace was designed for maximum comfort and productivity, while the sleeper was designed to offer drivers a calm, restful space for their hours off the road.” The dashboard on the VNX has been optimized to reduce distraction by displaying the critical information a professional driver needs at a quick glance and by grouping frequently used controls within easy reach. A configurable, five-inch color driver information display with improved graphics works with steering wheel-mounted controls providing key operating information, as well as the ability to choose your preferred diagnostic data. A dash-top tray with multiple USB and 12V connections provides a safe, convenient home for a driver’s many gadgets, which can also be linked to the optional in-dash infotainment system. Always in view, the instrument cluster’s clean, symmetrical layout and diffused, light-green backlighting makes it easy to read, reducing eyestrain and fatigue. All Volvo VNX models come standard with Volvo’s factory-installed connectivity hardware for access to Remote Diagnostics, which provides proactive diagnostics and monitoring of critical engine, transmission and aftertreatment trouble codes. The same hardware also allows customers to perform software and parameter updates over-the-air with Remote Programming, which helps improve uptime and vehicle efficiency, while reducing downtime costs. Support for Volvo trucks is provided by Volvo Action Service (VAS), a dedicated team of professionals available around the clock at Volvo’s world-class Uptime Center in Greensboro, North Carolina. VAS agents monitor critical vehicle codes and go beyond diagnostic technology to deliver actionable solutions. If an issue is detected, VAS agents will assess the severity and provide the vehicle’s designated contact with actionable information to determine whether to keep operating the truck or take it for immediate service. All details from the service process are captured and tracked through ASIST, Volvo’s online service management and communication platform. This gives the driver, customer contact and dealer real-time visibility to case status, repair scheduling, and parts and service bay availability. Remote Programming updates are also facilitated by VAS agents.  

By signaling trailer issues as they happen, PULSE enhances the safety of driver and cargo, and helps avoid road incidents, CSA violations, and costly fines, a Peterson official said. (Courtesy: PETERSON) GRANDVIEW, Mo.  — Back in 2007, GE Global Research Center engineers told members of the trucking media that the next wave of technology would build on people communicating with their devices to devices talking to one-another, and to “smart” roads and bridges. Truck technology has borne that out, and Peterson thinks it’s time that fleet trailers got as smart as today’s high-tech trucks, and has introduced its patented PetersonPULSE intelligent trailer system. PULSE is the unique trailer solution that brings CAN-Bus technology and telematic capability to trailers, according to Cory Adams, director of engineering. Engineered specifically for fleet trailers, PULSE not only controls and detects real-time status of vital trailer systems –– lights, ABS brakes, tire pressure, cargo temperature, and more –– but also alerts drivers and fleet managers via Bluetooth and cellular communications. “PULSE brings trailers up-to-speed with today’s smartest trucks,” Adams said. “By signaling trailer issues as they happen, PULSE enhances the safety of driver and cargo, and helps avoid road incidents, CSA violations, and costly fines.” Peterson developed PULSE in partnership with industry leaders in TPMS/ABS and telematic technology. The system features Peterson’s LumenX LED lighting package and the harness-building expertise of the company’s Maxi-Seal division. PetersonPULSE is engineered to CAN-Bus specifications, with high-speed, twisted-pair communication wires and sensors installed throughout the trailer. All components are fully sealed, vibration tested, and built for long life, Peterson officials said. Compared to the heavy, multi-wire cabling of traditional harnesses, PULSE twisted-pair cabling is lighter weight, flexible, and installation friendly. The PULSE cabling links front and rear control modules, system sensors, and communication components — just like computers in a network. “It’s like an information super highway,” Adams said. “Whether a trailer is parked or under way, PULSE enables real-time monitoring of all trailer systems — anytime, anywhere. There’s even a backup battery to power the system, whether or not the trailer is connected to the tractor.” With a mobile device, a driver can do pre-trip walk-around inspections to check for issues with any trailer system — a “Know Before You Go” safeguard. On the road, PULSE’s trailer intelligence detects any issues and sends alerts via Bluetooth to the driver’s smart phone or tablet. Alerts can also be sent to fleet managers via a cellular network. “PetersonPULSE makes fleet trailers as smart — and safe — as today’s new trucks,” said Steve Meagher, Peterson vice president-sales. “It’s intelligence that allows fleets to truly manage and protect their equipment and the cargo it carries. …”

The body of the Starship Project tractor is a bespoke aerodynamic design made of carbon fiber, including the side skirts, hood, and front end. (SHELL LUBRICANTS) Wednesday, March 7, 2018 HOUSTON – Shell and AirFlow Truck Co. have designed and built a hyper-fuel-efficient Class 8 truck capable of reducing the energy usage associated with the transportation of goods. This next-generation concept truck, called the Starship Project, uses technologies that are currently available today to minimize the amount of energy it takes to transport a load of cargo from one point to another. “We seek projects such as the Starship initiative to keep Shell at the leading edge of technology development and energy efficiency,” said Bob Mainwaring, technology manager for innovation, Shell Lubricants. “The transportation industry is constantly changing, and our goal is to be at the forefront of innovation by collaborating with companies like AirFlow and others to develop creative solutions that provide benefits for years to come.” With new fuel economy regulations on the horizon and the need for continuing advances in fuel economy and emissions reductions, Shell Lubricants says recognizes that a holistic approach to making fuel economy gains is important. This includes advances in engine and drive train technology, the use of low viscosity synthetic lubricants, aerodynamic designs, efficient driving methods and more. The body of the Starship Project tractor is a bespoke aerodynamic design made of carbon fiber. This includes the side skirts, hood, and front end. A custom U.S. Department of Transportation-approved wrap-around windshield was designed specifically for the truck. The trailer includes energy efficient features such as full side skirts to reduce drag and a 5,000-watt solar array on top of the trailer to power interior accessories and reduce the energy load. The Starship Project truck is powered by a 2017 Cummins X15 Efficiency 6-cylinder engine with 400 horsepower and 1850-foot pounds of torque. The standard engine has been calibrated with the transmission to run at very low speeds and down to 800 rpm. Shell provided technical consultation on engine and drivetrain components, as well as recommendations for lubricant needs for use in the Starship Project truck. The engine will run on Shell Rotella T6 Ultra 5W-30, which is a low viscosity API FA-4 engine oil that has been formulated to provide better fuel economy, improved high and low temperature performance and meets the requirements for many low emissions engines. The Starship initiative provides Shell with an opportunity to test Shell Rotella T6 Ultra 5W-30 in a cutting-edge vehicle prior to its introduction to market. Shell will be able to gain valuable information for creating lower viscosity engine oils without sacrificing performance. The truck will use a number of full synthetic Shell Lubricants products including Spirax S6 GXME 75W-80 transmission oil, Spirax S5 ADE 75W-80 differential oil and Spirax S6 GME 40 wheel hub oil. In addition, Shell Rotella Extended Life Coolant will provide excellent high-temperature protection and heat transfer. Shell Rotella Diesel Exhaust Fluid, a high purity diesel exhaust fluid, will also be in the truck. The Starship Project will undertake a cross-country run in May that will begin in California and end in Florida carrying a real load of cargo: clean reef material destined for a new reef installation off the coast of Florida later this summer. AirFlow and Shell will seek to reduce the energy usage associated with the transportation of goods through improved fuel-economy for a Class 8 truck and the measurement of freight ton efficiency. “For more than 30 years, Shell has employed co-engineering to increase efficiency and reduce emissions,” Mainwaring said. “The relationship with AirFlow Truck Company and other suppliers to build the Starship Project is part of a collaborative process led by Shell that encourages co-engineering and has resulted in a Class 8 truck that will be used to challenge how trucking efficiency is defined.” Obtaining significant fuel economy improvements in Class 8 trucks and trailers is a challenging process given the size and construction of a tractor and trailer. Shell recognizes that a holistic approach to making advances is important. Advances in engine and drive train technology, the use of low viscosity synthetic lubricants, aerodynamic designs, and efficient driving methods all contribute to increased fuel economy and freight ton efficiency.    

Tesla unveils electric tractor Friday, November 17, 2017 by DEE-ANN DURBIN /AP Auto Writer DETROIT — After more than a decade of making cars and SUVs — and, more recently, solar panels — Tesla Inc. wants to electrify a new type of vehicle: big trucks. The company unveiled its new electric semitractor-trailer Thursday night near its design center in Hawthorne, California. CEO Elon Musk said the semi is capable of traveling 500 miles on an electric charge — even with a full 80,000-pound load — and will cost less than a diesel semi considering fuel savings, lower maintenance and other factors. Musk said customers can put down a $5,000 deposit for the semi now and production will begin in 2019. “We’re confident that this is a product that’s better in every way from a feature standpoint,” Musk told a crowd of Tesla fans gathered for the unveiling. Musk didn’t reveal the semi’s price. The truck will have Tesla’s Autopilot system, which can maintain a set speed and slow down automatically in traffic. It also has a system that automatically keeps the vehicle in its lane. Musk said several Tesla semis will be able to travel in a convoy, autonomously following each other. Musk said Tesla plans a worldwide network of solar-powered “megachargers” that could get the trucks back up to 400 miles of range after charging for only 30 minutes. The move fits with Musk’s stated goal for the company of accelerating the shift to sustainable transportation. Trucks account for nearly a quarter of transportation-related greenhouse gas emissions in the U.S., according to government statistics. But the semi also piles on more chaos at the Palo Alto, California-based company. Tesla is way behind on production of the Model 3, a new lower-cost sedan, with some customers facing waits of 18 months or more. It’s also ramping up production of solar panels after buying Solar City Corp. last year. Tesla is working on a pickup truck and a lower-cost SUV and negotiating a new factory in China. Meanwhile, the company posted a record quarterly loss of $619 million in its most recent quarter. On Thursday night, Tesla surprised fans with another product: An updated version of its first sports car, the Roadster. Tesla says the new Roadster will have 620 miles of range and a top speed of 250 mph (402 kph). The car, coming in 2020, will have a base price of $200,000. Musk, too, is being pulled in many directions. He leads rocket maker SpaceX and is dabbling in other projects, including high-speed transit, artificial intelligence research and a new company that’s digging tunnels beneath Los Angeles to alleviate traffic congestion. “He’s got so much on his plate right now. This could present another distraction from really just making sure that the Model 3 is moved along effectively,” said Bruce Clark, a senior vice president and automotive analyst at Moody’s. Tesla’s semi is venturing into an uncertain market. Demand for electric trucks is expected to grow over the next decade as the U.S., Europe and China all tighten their emissions regulations. Electric truck sales totaled 4,100 in 2016, but are expected to grow to more than 70,000 in 2026, says Navigant Research. But most of that growth is expected to be for smaller, medium-duty haulers like garbage trucks or delivery vans. Those trucks can have a more limited range of 100 miles or less, which requires fewer expensive batteries. They can also be fully charged overnight. Long-haul semi trucks, on the other hand, would be expected to go greater distances, and that would be challenging. Right now, there’s little charging infrastructure on global highways. Without Tesla’s promised fast-charging, even a mid-sized truck would likely require a two-hour stop, cutting into companies’ efficiency and profits, says Brian Irwin, managing director of the North American industrial group for the consulting firm Accenture. Irwin says truck companies will have to watch the market carefully, because tougher regulations on diesels or an improvement in charging infrastructure could make electric trucks more viable very quickly. Falling battery costs also will help make electric trucks more appealing compared to diesels. But even lower costs won’t make trucking a sure bet for Tesla. It faces stiff competition from long-trusted brands like Daimler AG, which unveiled its own semi prototype last month. “These are business people, not fans, and they will need convinced that this truck is better for their balance sheet than existing technology. It probably is, based on the specs provided, but this isn’t necessarily a slam dunk,” said Rebecca Lindland, an executive analyst at Kelley Blue Book. Musk said Tesla will guarantee the semi’s powertrain for one million miles to help alleviate customers’ concerns.

GRAIN VALLEY, Mo. — The Owner-Operator Independent Drivers Association Tuesday maintained that what it calls the “increasing number of exemption requests” from the December  electronic logging device mandate and the government’s recent response “proves there is no safety benefit of this technology.” OOIDA points to this as one of many reasons to delay the federal regulation requiring trucks to be equipped with ELDs. “The reasons cited in the requests are not unique to just a single company or one sector of the trucking industry,” said Todd Spencer, executive vice president of OOIDA. “Many of those same concerns apply to all affected by this one-size-fits-all mandate.” Twelve organizations have filed exemption requests and 31 organizations have requested a delay of the December 18 implementation date. The 12 organizations include only three motor carrier companies — Hub Group Trucking, YRCW Worldwide and the United Parcel Services. The Federal Motor Carrier Safety Administration estimates there are over 500,000 registered motor carriers in the United States. The other requests for exemptions have come from associations that transport goods and services. Most of those 31 who have requested delays are associations with trucking-related activities. “In one instance, they denied the request, and in a couple of others, they granted the requests, but in none of these did FMCSA’s decisions show any consistency in reasoning,” said Spencer. OOIDA said in its denial to one group, the agency said that the request did not demonstrate how, without using ELDs, they would maintain a level of safety equivalent to, or greater than, the level achieved without the exemption. However, a review of FMCSA documents showed the agency denied two applicants for the aforementioned reason. In granting exemptions to two other groups, the agency made no mention of safety, OOIDA said. “It’s the Nightmare on ELD street,” said Spencer. “Confusion and concern surround this issue. The best solution is an alternate ending to the frightening scene by way of a delay.” The timing of the announcement comes on the heels of a recent coalition push to delay the electronic logging device mandate. OOIDA has long contended that a delay is necessary until FMCSA addresses numerous unresolved issues identified by impacted stakeholders. There are significant technological and real-world concerns that have not been addressed by FMCSA, OOIDA said, including the certification of devices “or lack thereof,” connectivity problems in remote areas of the country, cybersecurity vulnerabilities, and the ability of law enforcement to access data. “The ELD mandate is estimated to cost impacted stakeholders more than $2 billion, making it one of the most expensive federal transportation rulemakings over the last decade,” said Spencer. “This is a massive, unfunded mandate that provides no safety, economic, or productivity benefits for those ensnared by the mandate.  This is another example of a costly regulation imposed on small-business truckers that has no bearing on safety.” OOIDA worked closely with Rep. Brian Babin, R-Texas, a member of the House Transportation and Infrastructure Committee and the Highways and Transit Subcommittee, to introduce legislation that would provide for a two-year delay before mandatory implementation of the ELD mandate. Babin’s bill was referred to the committee of which he is a member, but no action has been taken. Based on documentation from the Federal Register, the FMCSA has not published a decision on exemption requests from the following: Hub Group Trucking HGT said all of its 2,700 trucks operate in the intermodal segment of freight transportation and are currently equipped with automatic on-board recorders (AOBRD) and all trucks have been AOBRD-compliant since late 2010. The current electronic logging device rule includes a grandfather provision that allows AOBRDs to be used until December 16, 2019. HGT is requesting a limited exemption to allow any truck added to its fleet after December 17, 2017, to be equipped with an AOBRD in lieu of an ELD until full transition to ELDs for all of its fleet can be accomplished. The company said it plans to add at least 160 trucks and drivers to its fleet in 2018. HGT contends that the carrier will face several challenges running both an AOBDR system and ELD system at the same time. YRCW YRCW has applied for a temporary exemption (1) to allow an alternative ELD phase-in method for fleets using compliant AOBRDs (2) from the requirement that an ELD automatically record certain data elements upon a duty status change when a driver is not in the vehicle; (3) to allow ELDs to be configured with a special driving mode for yard moves that does not require the driver to re-input yard move status every time the tractor is powered off; and (4) to allow vehicle movements of less than one mile conducted on YRCW property by non-CDL YRCW drivers to be annotated as “on property — other.” YRCW said in its application that its companies currently utilize paper logs and as such, the adoption of electronic logs is the single largest change in recording record-of-duty status in decades. “Many of our drivers are long-tenured and may face challenges in adopting a new system,” YRCW said in its application. “Since operational flexibility does not allow a driver to be assigned a tractor, a ‘mixed fleet’ scenario forces drivers to be trained to use both AOBRD and ELD systems and introduce more complexity, errors and challenges for all stakeholders.” G4S Secure Solutions G4S is an international security solutions group and a component of its operations is detainee and prisoner transport. In order to perform these transportation services, G4S is registered with FMCSA as a for-hire motor carrier and while the company said it maintains a relatively small fleet of vehicles, a significant portion of its transportation services are performed by G4S employees in customer/government-owned equipment (e.g., buses and 15-passenger-vans). G4S believes an exemption is in order for instances when its drivers operate different customer-owned vehicles each and every trip — depending on which vehicles the customer makes available — making it that more impractical to install any type of equipment in the vehicles. As the vehicles are different each trip, it is possible, and even probable, that any ELD equipment G4S might choose to employ for its own fleet of vehicles would not be compatible with the customer-owned vehicles, and the company’s drivers would not be aware of that fact until it came time to operate the equipment on a given day, the request stated. National Pork Producers Council (NPPC) NPPC filed the application for exemption on behalf of itself and the following organizations: American Beekeeping Federation; American Farm Bureau Federation; Livestock Marketing Association; National Aquaculture Association; National Cattleman’s Beef Association; North American Meat Institute; and the U.S. Cattlemen’s Association. NPPC requests an exemption for all livestock haulers, which NPPC defines as “livestock, poultry, aquaculture, and insect producers, processors and transporters.” NPPC said it is seeking this limited exemption from ELDs for livestock haulers because (1) livestock haulers are not, and will not, be prepared to meet the December 18 compliance date;     (2) the current ELD retail marketplace clearly does not support the needs of livestock haulers and questions remain as to whether current ELD devices can accommodate HOS exemptions currently utilized by the livestock industry; (3) There is a significant lack of education and awareness by livestock haulers and the livestock producers they service regarding the ELD mandate, current exemptions, and the use and operation of ELDs, requiring time for adequate outreach and training to take place; and (4) concern over the ELD mandate has exposed incompatibilities between the HOS rules and the livestock industry, and is causing disruption for livestock haulers, increasing already severe driver shortages and endangering the health and welfare of the millions of animals transported by livestock carriers daily. Power and Communication Contractors Association (PCCA) The PCCA represents contractors, manufacturers and distributors who build and repair America’s power and communications infrastructure, including electric transmission, distribution, and substation facilities and broadband, telephone, and cable television systems. While PCCA is not aware of a confirmed, finite number of drivers in the power and communication construction industry, it believes there are tens of thousands of them across the U.S. The requested exemption would apply to drivers in the power and communications construction industry who operate under “significantly different circumstances than interstate truck drivers.” The association said commercial motor vehicle operators working on broadband and/or electric infrastructure projects commonly drive multiple vehicles for short distances within a single day, and a single vehicle is often driven by multiple drivers. PCCA’s application requests an exemption from requirements to use ELDs in lieu of written logs to document their RODS. The exemption they are requesting would be limited to PCCA drivers (1) who are on duty no more than 14 hours per day; (2) who drive less than 200 miles per day, regardless of start and stop location; and (3) for whom the driving of CMVs is incidental to their core employment. Western Equipment Dealers Association (WEDA) Groups under the WEDA constitute approximately 6,000 farm, industrial and outdoor power equipment dealers in North America. WEDA states that in the agriculture sector, equipment dealers play a key role in selling and servicing equipment for farmers and ranchers, as they transport machinery to and from farms and between dealerships. WEDA said those dealers partner with agricultural producers to increase productivity through the training and use of new equipment technologies. Many of the vehicles owned by equipment dealers require a CLD to operate. When transporting equipment to and from the farm on behalf of the farmer, they are either delivering new equipment or transporting equipment to a dealership to be serviced. Equipment dealers also employ service trucks that drive to farms and ranches to work on customers’ equipment and deliver parts to the customers’ locations. In either instance, these vehicles usually operate within a confined distance from the dealership of less than 150 miles, and are primarily in rural regions of their respective states. WEDA said the federal government has already granted equipment dealers exemptions in other transportation-related issues and that ELD requirements threaten to limit the exemptions and weave a complex regulatory framework that would be difficult for equipment dealers to comply with. Motion Picture Association of America (MPAA) If granted, the exemption would allow all drivers of CMVs providing transportation of property to and from a theatrical or television motion picture production site to complete paper RODS instead of using an ELD device on or after the December 18 compliance date. MPAA reports that approximately 6,500 drivers operate CMVs on a full- or part-time basis for the motion picture industry, spending on average less than four hours driving about 40 miles per day. Their resulting RODs are often very complex, as are the driver HOS records that the motor carriers must keep, primarily because the drivers may operate multiple trucks during a single day. MPAA contends that the lack of interoperability among ELD platforms developed by various manufacturers means that motion picture company drivers will not be able to transfer HOS data from one carrier or vehicle to other carriers or vehicles. MPAA says a driver who is required to use an ELD may operate a CMV that has one operating system installed on the truck. When the driver transfers to operating for another studio or production company, that company may use a different ELD operating system for its vehicles. The HOS data cannot automatically be transferred from the first company’s vehicle to the second company’s system unless both ELD devices use the same platform. MPAA said it believes that requiring production company drivers to record their HOS using incompatible ELD platforms would prevent them from implementing more efficient or effective operations that would maintain a level of safety equivalent to, or greater than, the level achieved without the requested exemption. Allowing production company drivers to continue using paper RODS to record their HOS data will not jeopardize operational safety or increase fatigue-related crashes, MPAA contends. The agency has issued responses to four other applications for exemption. For the Truck Renting and Leasing Association, FMCSA decided to grant a limited exemption for the driver and carrier of a CMV rented for eight days or fewer, regardless of reason. The agency did determine that an exemption period of up to 30 days, as requested, is unnecessarily long given the importance of ELDs to ensure the accuracy of HOS records. One condition of the exemption is that a copy of the rental agreement must be carried on the vehicle and made available to law enforcement. Another is that the driver must possess copies of his or her RODS for the current and prior seven days, if required on those days. For the United Parcel Service (UPS), FMCSA agreed with UPS’ request that permitting all motor carriers to configure ELDs with a yard-move mode that does not require a driver to re-input yard move status every time the tractor is powered off will ensure that drivers operating under the yard-move status will achieve a level of safety that is equivalent to or greater than the level that would be obtained under the regulation. Allowing multiple power-off cycles for yard moves is consistent with what is currently permitted for the other special driving category, personal conveyance. UPS also said it wanted to continue to utilize AOBDRs on a site-by-site basis. UPS said in its request for exemption that it manages 2,800 tractors in 35 locations and plans to purchase more than 1,500 new tractors in 2018. It requested continued use of the AOBRDs as the company converts its fleet to ELDs on a site-by-site basis. FMCSA granted the request. The FMCSA denied an exemption request from the Pipe Line Contractors Association (PLCA), which said its drivers almost always operate within 100 miles of their assembly appoint and meet other requirements for short-haul exception other than the fact that drivers may not return within the 12 hours required for use of the short-haul exemption. The agency said it denied the request primarily because PLCA did not demonstrate how, without using ELDs, the association would be able to maintain a level of safety equivalent to, or greater than, the level achieved without the exception. The agency also denied a request from MBI Energy Services, which operates 42 single cabs vehicles used to perform various work activities where connectivity is limited, working and road conditions are rough and the necessity for driving on public roads is sporadic and incidental to the overall work being performed. MBI said these vehicles may sit on work locations for long periods of time, up to weeks or even months. With ELDs, MBI said the devices used must be capable of satellite communication where cell communication is poor to non-existent. FMCSA said it denied the request primarily because MBI did not demonstrate how without using ELDs the company could maintain a level of safety equal to, or greater than, the level achieved without the exception.

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